Clutch control method and device of hybrid vehicle, medium and product

Abstract

The invention provides a clutch control method and device of a hybrid vehicle, a medium and a product, and relates to the technical field of hybrid vehicle control, and the method comprises the steps that the over-separation position lower limit of a target clutch is obtained; in response to the clutch separation instruction, the target clutch is controlled to execute clutch separation operation, and the actual position of the target clutch is monitored in the clutch separation operation process; when it is recognized that the actual position exceeds the lower limit of the over-separation position, first information used for representing a clutch fault is sent out, a degradation measure is triggered, and the degradation measure is configured to control the target clutch to adjust the actual position to a non-wear separation position range lower than the lower limit of the over-separation position and keep the actual position. According to the method, by monitoring the actual position of the target clutch and implementing fault report and degradation measures, the over-separation phenomenon of the clutch can be effectively prevented, it is guaranteed that the clutch position is always kept within the non-abrasion separation position range, and therefore the service cycle of the target clutch is prolonged.

Description

Technical Field

[0001] This disclosure belongs to the field of hybrid vehicle control technology, specifically relating to a clutch control method, device, medium, and product for hybrid vehicles. Background Technology

[0002] In P2 parallel hybrid vehicles, the clutch is located between the engine and the electric motor, and its engagement and disengagement directly affect the vehicle's power transmission. When the clutch is disengaged, the vehicle's power is entirely provided by the electric motor; when the clutch is engaged, the vehicle's power is provided jointly by the engine and the electric motor. Clutch control is typically achieved through pneumatic, hydraulic, or electric actuators, and the precision of its engagement / disengagement control is crucial to vehicle performance.

[0003] In related technologies, the control accuracy of clutch position is usually improved by calibrating PI control parameters through experiments. However, calibrating clutch PI control parameters is difficult, requiring repeated experiments under different operating conditions. Furthermore, if the calibrated PI control parameters are unsuitable, overshoot can easily occur, leading to excessive clutch disengagement, which in turn causes a series of problems such as accelerated clutch wear, shortened service life, and vehicle instability. Moreover, even if good results are achieved after calibration, if the clutch actuator or clutch itself is replaced, the existing calibration parameters are usually not well-compatible and need to be readjusted and optimized, which will consume a significant amount of labor, materials, and time. Summary of the Invention

[0004] This disclosure provides a clutch control method, device, medium, and product for hybrid vehicles, aiming to at least partially solve the technical problem that the clutch is prone to over-disengagement due to the complexity of control parameter calibration, poor compatibility, and lack of dynamic error correction capability in related technologies.

[0005] At least one embodiment of this disclosure provides a clutch control method for a hybrid vehicle, including:

[0006] Obtain the lower limit of the over-disengagement position of the target clutch;

[0007] In response to a clutch disengagement command, the target clutch is controlled to perform a clutch disengagement operation, and the actual position of the target clutch is monitored during the clutch disengagement operation;

[0008] When the actual position is identified as exceeding the lower limit of the over-disengagement position, a first message characterizing a clutch malfunction is issued, and a degradation measure is triggered, wherein the degradation measure is configured to control the target clutch to adjust the actual position to a wear-free disengagement position range below the lower limit of the over-disengagement position and maintain it.

[0009] The method provided in at least one embodiment of this disclosure further includes:

[0010] Identify whether the hybrid vehicle is in a preset operating condition that requires clutch disengagement, wherein the preset operating conditions include the end of parking power generation and the switching of hybrid mode to pure electric mode during driving.

[0011] If so, generate the clutch disengagement command.

[0012] In at least one embodiment of the method provided in this disclosure, the clutch disengagement command includes a target clutch position, and the degradation measures include:

[0013] The target clutch position is reset based on the lower limit of the wear-free disengagement position of the target clutch, and a new clutch disengagement command containing the reset target clutch position is issued.

[0014] In response to the new clutch disengagement command, the target clutch is controlled to perform the clutch disengagement operation again;

[0015] Obtain the actual position of the target clutch and identify whether the actual position falls within the wear-free separation position range between the lower limit of the wear-free separation position and the lower limit of the over-separation position;

[0016] If so, control the target clutch to maintain its current engagement position and terminate the degradation measure;

[0017] If not, repeat the aforementioned downgrade measures.

[0018] In at least one embodiment of the method provided in this disclosure, the hybrid vehicle is equipped with a counter for recording the number of successful clutch self-learning and a memory for storing the lower limit of the over-disengagement position, and the step of obtaining the lower limit of the over-disengagement position of the target clutch includes:

[0019] After the hybrid vehicle is powered on and in the parking neutral position, the number of times the clutch self-learning was successfully completed is obtained;

[0020] In response to the clutch self-learning success count being zero, the clutch self-learning process is triggered to obtain the slip point position of the target clutch, generate the over-disengagement position lower limit based on the slip point position, store the over-disengagement position lower limit in the memory, and increment the clutch self-learning success count of the counter by one.

[0021] In response to the clutch self-learning success count being non-zero, the lower limit of the over-disengagement position is retrieved through the memory.

[0022] In at least one embodiment of the method provided in this disclosure, the hybrid vehicle includes an engine and an electric motor, and the clutch self-learning process includes:

[0023] Start the engine;

[0024] Control the target clutch to perform a clutch engagement operation; and,

[0025] The motor speed is monitored during clutch engagement, and the position of the slip point is determined based on the speed.

[0026] In a method provided in at least one embodiment of this disclosure, the hybrid vehicle includes a clutch actuator for controlling the target clutch to perform a clutch disengagement operation, and the method further includes:

[0027] After replacing the target clutch or the clutch actuator, the counter's count of successful clutch self-learning is reset to zero; and,

[0028] In response to receiving a clutch self-learning command input by the user, the counter is reset to zero for the number of successful clutch self-learning operations, and the clutch self-learning process is started.

[0029] In at least one embodiment of the method provided in this disclosure, generating the lower limit of the over-separation position based on the position of the slip point includes:

[0030] Obtain the actual stroke of the target clutch;

[0031] The first offset is obtained based on the actual travel, and the lower limit of the wear-free separation position of the target clutch is generated based on the sum of the slip point position and the first offset, wherein the first offset is the deviation between the lower limit of the wear-free separation position and the slip point position;

[0032] The second offset is obtained based on the actual travel, and the over-separation position lower limit is generated based on the sum of the wear-free separation position lower limit and the second offset, wherein the second offset is the deviation between the over-separation position lower limit and the wear-free separation position lower limit.

[0033] In at least one embodiment of the method provided in this disclosure, the degradation measures further include:

[0034] If the actual position of the target clutch fails to return to the wear-free separation position range within a set time, an early warning signal is issued to indicate that the target clutch is suspected of having a hardware failure, and a manual maintenance prompt is triggered.

[0035] The method provided in at least one embodiment of this disclosure further includes:

[0036] When the hybrid vehicle rolls off the production line, a clutch self-learning process is executed to obtain the lower limit of the over-disengagement position.

[0037] At least one embodiment of this disclosure also provides a clutch control device for a hybrid vehicle, comprising:

[0038] The preprocessing unit is configured to obtain the lower limit of the over-disengagement position of the target clutch;

[0039] The separation control unit is configured to control the target clutch to perform a clutch separation operation in response to a clutch separation command, and to monitor the actual position of the target clutch during the clutch separation operation;

[0040] The fault monitoring and processing unit is configured to identify when the actual position exceeds the lower limit of the over-disengagement position for a set time, issue first information indicating a clutch fault, and trigger a degradation measure, wherein the degradation measure is configured to control the target clutch to adjust the actual position to a wear-free disengagement position range below the lower limit of the over-disengagement position and maintain it.

[0041] At least one embodiment of this disclosure also provides a storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method provided in any embodiment of this disclosure.

[0042] At least one embodiment of this disclosure also provides a program product, including a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method provided in any embodiment of this disclosure.

[0043] The clutch control method, device, medium, and product for hybrid vehicles provided in this disclosure exhibit significant advantages in preventing over-disengagement of the target clutch, effectively solving the problem of excessive clutch disengagement. First, by accurately monitoring the actual clutch position and implementing corresponding control strategies (fault reporting and handling), this method effectively prevents over-disengagement, ensuring the actual clutch position remains within the wear-free disengagement range, thereby extending the clutch's service life and reducing maintenance costs. Compared to traditional calibration methods, it is more intelligent and compatible. Second, this method does not improve clutch position control accuracy by calibrating PI control parameters, thus reducing the difficulty of PI control parameter calibration, minimizing repetitive calibration work, and improving overall vehicle performance calibration efficiency. Third, this method provides a troubleshooting direction for clutch wear problems that may occur in daily-operating vehicles, facilitating faster and clearer identification and location of the cause of the problem. It is also compatible with various types of hybrid vehicles, possessing strong universality and applicability. Furthermore, this method significantly improves the accuracy and reliability of clutch control, ensuring smooth operation of hybrid vehicles under various driving environments, providing drivers with a safer and more comfortable driving experience. Therefore, the clutch control method, device, medium, and product disclosed herein have broad market potential and application prospects in practical applications.

[0044] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 A flowchart illustrating a clutch control method for a hybrid vehicle provided in at least one embodiment of this disclosure;

[0047] Figure 2 A flowchart of another clutch control method for a hybrid vehicle provided for at least one embodiment of this disclosure;

[0048] Figure 3 A flowchart illustrating a degradation measure provided for at least one embodiment of this disclosure;

[0049] Figure 4 A flowchart illustrating an example of a clutch control method provided in at least one embodiment of this disclosure;

[0050] Figure 5 A structural block diagram of a clutch control device for a hybrid vehicle provided for at least one embodiment of this disclosure;

[0051] Figure 6 This is a schematic diagram illustrating the composition of a program product provided for at least one embodiment of the present disclosure. Detailed Implementation

[0052] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0053] The terms "first" and "second" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0054] The terms "comprising" and "having," and any variations thereof, used in the embodiments of this application, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or devices.

[0055] In this disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0056] The term "program product" as used herein refers to a software product that primarily implements its solutions through computer programs, and is not limited to running on a particular type of electronic device or electronic apparatus.

[0057] As used herein, “electronic device” (or simply “terminal”) includes, but is not limited to, means configured to receive / transmit communication signals via a wired connection (such as via a Public Switched Telephone Network (PSTN), Digital Subscriber Line (DSL), Digital Cable, Direct Cable Connection, and / or another data connection / network) and / or via a wireless interface (e.g., for cellular networks, Wireless Local Area Networks (WLANs), Digital Television Networks such as DVB-H networks, Satellite Networks, AM-FM Broadcast Transmitters, and / or another communication terminal). A communication terminal configured to communicate via a wireless interface may be referred to as a “wireless communication terminal,” a “wireless terminal,” or a “mobile terminal.” Examples of mobile terminals include, but are not limited to, satellite or cellular phones; personal communication system (PCS) terminals that may combine cellular radiotelephone with data processing, fax, and data communication capabilities; PDAs that may include radiotelephones, pagers, Internet / intranet access, web browsers, notepads, calendars, and / or Global Positioning System (GPS) receivers; and conventional laptop and / or handheld receivers or other electronic devices that include radiotelephone transceivers. A mobile phone is an electronic device equipped with a cellular communication module.

[0058] "Electronic devices" as used herein include, but are not limited to, virtual reality (VR) devices, augmented reality (AR) devices, extended reality (XR) devices, mixed reality (MR) devices and / or personal audio devices, smart glasses, etc.

[0059] The term "P2 parallel hybrid vehicle" in this disclosure refers to a hybrid electric vehicle whose transmission system architecture consists of an engine, a clutch, a motor, a gearbox, and an axle.

[0060] The term "hybrid vehicle controller" in this disclosure is short for Hybrid Control Unit, or HCU for short.

[0061] In this disclosure, the term "transmission and clutch controller" is short for Transmission Control Unit, or TCU for short.

[0062] In the embodiments of this disclosure, the term "slip point" refers to the intermediate position between the clutch engagement state and the clutch disengagement state, at which engine torque is just beginning to be transmitted.

[0063] In the embodiments of this disclosure, the term "wear-free disengagement position" refers to the position where the clutch is fully disengaged and the clutch is without wear.

[0064] In the embodiments of this disclosure, the term "lower limit of wear-free separation position" refers to the minimum value of the wear-free separation position, that is, the position where the clearance between the clutch driving and driven plates reaches a preset minimum value when the clutch is fully disengaged.

[0065] In the embodiments of this disclosure, the term "over-disengagement position" refers to a position where the clutch pedal is depressed deeper than the unworn disengagement position, in which case the clutch is prone to wear.

[0066] In this disclosure, the term "lower limit of the over-disengagement position" refers to the minimum value of the over-disengagement position, at which the risk of clutch wear increases significantly and may even lead to clutch failure, affecting the normal operation of the vehicle.

[0067] In the embodiments of this disclosure, the term "wear-free separation position range" refers to the interval in which the wear-free separation position is located, that is, the range that is greater than the lower limit of the wear-free separation position and less than the lower limit of the over-separation position.

[0068] Figure 1 This is a flowchart illustrating a clutch control method for a hybrid vehicle according to at least one embodiment of this disclosure. This method can be used in a hybrid vehicle control unit (HCU) or a transmission and clutch control unit (TCU). Figure 1 As shown, the method includes the following steps S10-S30.

[0069] Step S10: Obtain the lower limit of the over-disengagement position of the target clutch.

[0070] Step S20: In response to the clutch disengagement command, control the target clutch to perform a clutch disengagement operation, and monitor the actual position of the target clutch during the clutch disengagement operation.

[0071] Step S30: When the actual position exceeds the lower limit of the over-disengagement position, first information is issued to characterize the clutch failure, and a degradation measure is triggered, wherein the degradation measure is configured to control the target clutch to adjust its actual position to a wear-free disengagement position range below the lower limit of the over-disengagement position and maintain it.

[0072] It should be noted that the above clutch control method accurately obtains the lower limit of the over-disengagement position of the target clutch and monitors its actual position in real time during the clutch disengagement process. Once the actual position exceeds the lower limit, corresponding measures are immediately taken, such as issuing a clutch fault information and triggering degradation measures, to ensure the safe operation of the clutch.

[0073] Some embodiments of this disclosure also provide apparatus, media (storage media), and program products corresponding to the methods described above.

[0074] The method provided by at least one embodiment of this disclosure is applicable to clutch control applications in any existing hybrid vehicle. For example, this method can be applied to various hybrid vehicle types such as hybrid sedans, hybrid SUVs, and hybrid buses, effectively improving the accuracy and safety of clutch control. In these application scenarios, the engine and electric motor of the hybrid vehicle may need to frequently switch or work in coordination depending on driving conditions. The method provided by this disclosure ensures stable clutch disengagement and engagement, avoiding vehicle malfunctions or performance degradation caused by excessive clutch disengagement, thereby improving the overall operating efficiency and driving experience of the hybrid vehicle.

[0075] Compared to related technologies, the method provided by at least one embodiment of this disclosure exhibits significant advantages in preventing excessive clutch disengagement, effectively solving the problem of excessive clutch separation. Firstly, by accurately monitoring the actual clutch position and implementing corresponding control strategies (fault reporting and handling), this method effectively prevents excessive clutch disengagement, ensuring that the actual clutch position remains within the wear-free disengagement range, thereby extending the clutch's service life and reducing maintenance costs. It is more intelligent and compatible than traditional calibration methods. Secondly, this method does not improve clutch position control accuracy by calibrating PI control parameters, thus reducing the difficulty of PI control parameter calibration and helping to reduce repetitive calibration work, improving the efficiency of overall vehicle performance calibration. Thirdly, this method provides a direction for troubleshooting clutch wear problems that may occur in vehicles in daily operation, helping to identify and locate the cause of the problem more quickly and clearly. It is also compatible with various types of hybrid vehicles, possessing strong universality and applicability. Furthermore, this method significantly improves the accuracy and reliability of clutch control, ensuring the smooth operation of hybrid vehicles in various driving environments, providing drivers with a safer and more comfortable driving experience. Therefore, the clutch control method disclosed herein has broad market potential and application prospects in practical applications.

[0076] In step S10, there are many methods to obtain the lower limit of the over-disengagement position of the target clutch, such as calibration or calculation based on historical data. Accurate and reliable acquisition of the lower limit of the over-disengagement position is crucial for providing strong data support for subsequent clutch control. In practical applications, the most suitable lower limit of the over-disengagement position can be selected based on factors such as the specific model of the hybrid vehicle, the operating environment, and cost control. Furthermore, to ensure the accuracy and reliability of the data, multiple methods can be used to cross-verify the setting of the lower limit of the over-disengagement position, thereby improving the overall control precision and effectiveness.

[0077] For step S20, in actual operation, real-time monitoring of the clutch's actual position enables visualization of the disengagement process. This step also needs to consider the specific operating conditions of the hybrid vehicle, such as vehicle speed and engine speed, to ensure the rationality and safety of the clutch disengagement operation.

[0078] Step S30 is a crucial step in clutch over-disengagement control. This step ensures timely response to clutch anomalies and effectively prevents safety issues caused by clutch over-disengagement. By issuing an initial signal, the driver or vehicle control system is quickly notified, allowing relevant personnel to understand the clutch status and take appropriate countermeasures in different situations. The triggered degradation measures automatically adjust the actual clutch position, ensuring it returns to a safe, wear-free disengagement range and maintaining normal vehicle operation. Furthermore, this step considers the long-term stability and safety of the clutch. By keeping the clutch position within the wear-free disengagement range during each disengagement process, it reduces potential further damage due to malfunctions, improving the overall performance and reliability of the hybrid vehicle.

[0079] Figure 2 A flowchart illustrating another clutch control method for a hybrid vehicle provided in at least one embodiment of this disclosure. Figure 2 As shown, in order to ensure the overall performance of the hybrid vehicle, the method also includes steps S01-S02.

[0080] Step S01: Identify whether the hybrid vehicle is in a preset operating condition that requires clutch disengagement. The preset operating conditions include the end of parking power generation and the switching from hybrid mode to pure electric mode during driving.

[0081] Step S02: If yes, generate a clutch disengagement command.

[0082] Steps S01-S02 further ensure that the clutch automatically disengages under preset operating conditions, thereby avoiding unnecessary wear and energy consumption. This design not only improves the overall performance of the hybrid vehicle but also extends the clutch's lifespan. Simultaneously, by accurately identifying preset operating conditions, the hybrid vehicle can maintain excellent stability and fuel economy in various complex driving environments, providing drivers with a more intelligent and efficient driving experience.

[0083] As an example implementation, when a hybrid vehicle requires clutch disengagement, the HCU generates and sends a clutch disengagement command, specifically sending clutch enable, target clutch position, and target clutch speed to the TCU. Subsequently, the TCU controls the actuator to disengage the clutch.

[0084] Figure 3A flowchart illustrating a degradation measure provided for at least one embodiment of this disclosure. The clutch disengagement command includes a target clutch position. Figure 3 As shown, in order to improve the accuracy of clutch control, the degradation measures in step S30 are configured to include the following sub-steps S301-S305.

[0085] Sub-step S301: Reset the target clutch position based on the lower limit of the wear-free disengagement position of the target clutch, and issue a new clutch disengagement command containing the reset target clutch position;

[0086] Sub-step S302: In response to the new clutch disengagement command, control the target clutch to perform the clutch disengagement operation again;

[0087] Sub-step S303: Obtain the actual position of the target clutch and identify whether the actual position falls within the wear-free separation position range between the lower limit of the wear-free separation position and the lower limit of the over-separation position;

[0088] Sub-step S304: If so, control the target clutch to maintain its current clutch position and terminate the degradation measures;

[0089] Sub-step S305: If not, perform the downgrade measures again.

[0090] The system employs sub-steps S301-S305 to achieve precise control over the clutch disengagement process. When the clutch fails to disengage properly to the wear-free disengagement position for the first time, the system automatically adjusts the target clutch position and re-executes the disengagement operation until the actual clutch position is within the wear-free disengagement range. This process not only improves the accuracy of clutch control but also effectively avoids vehicle malfunctions caused by excessive clutch disengagement, thereby ensuring the safety and stability of the hybrid vehicle. Furthermore, this control method, through preset degradation measures, enables rapid response and handling of clutch control problems, further enhancing the reliability of the hybrid vehicle and the user experience.

[0091] In a preferred embodiment, the timing for issuing a new clutch disengagement command can be set to ensure that the actual position of the target clutch no longer changes. When it is detected that the actual position of the clutch no longer changes due to overshoot stop enable, the clutch is re-enabled, and a target clutch position (which can be set as the lower limit of the disengagement position) is sent until the clutch is within the specified position range and no longer fluctuates, at which point the enable is deactivated.

[0092] In some embodiments, the degradation measures in step S30 further include the following sub-step S306.

[0093] Sub-step S306: If the actual position of the target clutch fails to return to the wear-free separation position range within a set time, a warning signal is issued to indicate that the target clutch is suspected of having a hardware failure, and a manual maintenance prompt is triggered.

[0094] Sub-step S306 further enhances the fault warning capability of the clutch control system. When the actual clutch position fails to return to the wear-free disengagement range within a preset time, the system can automatically identify potential hardware faults and immediately issue a warning signal. This warning signal not only alerts the driver to the vehicle's status but also guides maintenance personnel to quickly locate and handle the fault by triggering manual inspection prompts. This design not only improves the safety performance of hybrid vehicles but also effectively avoids potential accidents caused by clutch failures through timely fault warnings and inspection prompts, further protecting the lives of drivers and passengers. This also demonstrates the significant advancements in the intelligence and automation of hybrid vehicle clutch control systems.

[0095] In some embodiments, in order to optimize the control efficiency of the clutch, the hybrid vehicle is provided with a counter for recording the number of successful clutch self-learning and a memory for storing the lower limit of the disengagement position. Furthermore, step S10 is refined to include the following sub-steps S101-S103.

[0096] Sub-step S101: After the hybrid vehicle is powered on and in the parking neutral position, obtain the number of successful clutch self-learning.

[0097] Sub-step S102: In response to the clutch self-learning success count being zero, trigger the clutch self-learning process, obtain the slip point position of the target clutch, generate an over-disengagement position lower limit based on the slip point position, store the over-disengagement position lower limit in the memory, and increment the clutch self-learning success count of the counter by one.

[0098] Sub-step S103: In response to the clutch self-learning success count being non-zero, retrieve the lower limit of the disengagement position via the counter.

[0099] In step S30, the prerequisite is that the clutch self-learning has been successful at least once (the clutch self-learning process must be performed after the vehicle rolls off the production line). The slip point position is obtained through clutch self-learning, and the lower limit of the disengagement position is determined based on the slip point position. Sub-steps S101-S103 ensure that the clutch of the hybrid vehicle can accurately determine the lower limit of the over-disengagement position based on past learning experience or a new self-learning process each time it is powered on. This method not only improves the accuracy and reliability of clutch control but also avoids unnecessary repetition of the self-learning process by setting a counter, thus optimizing the clutch control efficiency. Furthermore, this control method is easy to implement and has high practicality and versatility, applicable to various clutch control scenarios in hybrid vehicles.

[0100] In some embodiments, the hybrid vehicle includes an engine and an electric motor. To accurately determine the slip point location, the clutch self-learning process in step S102 is configured to include: engaging the handbrake and starting the engine (HCU control); controlling the target clutch to perform a clutch engagement operation (clutch slow engagement); and monitoring the motor speed during clutch engagement and determining the slip point location based on the speed. Specifically, when the motor speed change exceeds a set threshold (i.e., a significant change occurs), it is determined that the target clutch has reached the slip point location. During this process, after the engine starts, the target clutch begins to engage, and the change in motor speed reflects the transition point from complete clutch disengagement to the start of torque transmission, i.e., the slip point. By accurately monitoring this change, the system can accurately determine the slip point location, providing crucial data for subsequently generating the lower limit of the over-disengagement position. The above self-learning process design ensures high precision and stability of clutch control.

[0101] In some embodiments, when the motor speed is detected to be within the calibrated range (e.g., 10-50 rpm), the current actual clutch position is considered the slip point position, i.e., the clutch position where the engine and motor begin to engage and transmit power. At this time, the system records this clutch position as an important reference for subsequent clutch control. The calibration range is set based on extensive experimental data and statistical analysis of vehicle operating conditions to ensure accurate capture of the slip point position under different operating conditions. Furthermore, this method also considers the influence of clutch wear, temperature changes, and other factors on the slip point position, maintaining the stability and reliability of clutch control through dynamic adjustment of the calibration range.

[0102] In some embodiments, the hybrid vehicle includes a clutch actuator for controlling the target clutch to perform a clutch disengagement operation, and in order to improve the reliability of clutch control, the method further includes the following steps S40 and S50.

[0103] Step S40: After replacing the target clutch or clutch actuator, reset the counter to zero the number of successful clutch self-learning.

[0104] Step S50: In response to receiving the clutch self-learning command input by the user, the clutch self-learning success count of the counter is cleared and the clutch self-learning process is started.

[0105] In this design, due to differences in vehicle model installation or long-term use of the target clutch, over-disengagement points are prone to occur. Step S40 ensures that the clutch system can re-perform a precise self-learning process after the replacement of key components. This design takes into account situations where the target clutch and clutch actuator may need to be replaced due to wear or failure. After replacement, by resetting the clutch self-learning success count, the system can force a re-execution of the self-learning process, thereby recalibrating the control parameters of the target clutch and ensuring the stability and accuracy of the target clutch in the new operating state. This design, assuming the clutch position sensor does not fail, can meet the requirement of preventing over-disengagement, improving not only the flexibility of clutch control in hybrid vehicles but also enhancing the overall performance and reliability of the vehicle. This method is simple and easy to implement, and clutch self-learning can be easily started or stopped for different clutch actuators and customer needs, enabling precise fault diagnosis.

[0106] In some embodiments, in order to accurately obtain the lower limit of the over-separation position, sub-step S102 generates the lower limit of the over-separation position based on the position of the slip point, including: obtaining the actual stroke of the target clutch; obtaining a first offset based on the actual stroke, and generating the lower limit of the wear-free separation position of the target clutch based on the sum of the slip point position and the first offset, wherein the first offset is the deviation between the lower limit of the wear-free separation position and the slip point position; obtaining a second offset based on the actual stroke, and generating the lower limit of the over-separation position based on the sum of the lower limit of the wear-free separation position and the second offset, wherein the second offset is the deviation between the lower limit of the over-separation position and the lower limit of the wear-free separation position.

[0107] The first and second offsets can be adjusted according to the actual clutch travel and calibrated through testing. Based on the clutch manufacturer's technical documents, referencing the clutch's disengagement range and maximum disengagement position, and considering differences in actual vehicle installations (where the motor cannot transmit power after clutch disengagement), multiple real-vehicle tests are required. These combined measurements determine the first and second offsets, thus defining the true disengagement position range of the clutch. By setting a lower limit for the over-disengagement position, the system provides additional safety margin when performing over-disengagement operations, further improving the reliability and stability of clutch control. This refined clutch control strategy not only optimizes the transmission performance of hybrid vehicles but also significantly enhances driving comfort and safety.

[0108] In some embodiments, in order to improve the accuracy and reliability of clutch control, the method further includes the following step S60.

[0109] Step S60: When the hybrid vehicle rolls off the production line, execute the clutch self-learning process to obtain the lower limit of the over-disengagement position.

[0110] Step S60 ensures that the clutch possesses precise disengagement position control capability upon vehicle production. This step relies on a comprehensive pre-production inspection and calibration process for hybrid vehicles, ensuring the clutch system can self-learn based on preset parameters and automatically adjust to its optimal operating state. This self-learning process not only improves the accuracy and reliability of clutch control but also facilitates subsequent vehicle use and maintenance, reduces the failure rate caused by improper clutch control, and further enhances the market competitiveness of hybrid vehicles.

[0111] Figure 4 A flowchart illustrating an example of a clutch control method provided in at least one embodiment of this disclosure. Figure 4 As shown, after the vehicle is in the ON position, the number of successful clutch self-learning iterations is monitored. If the number of successful clutch self-learning iterations is 0, the clutch self-learning process is manually triggered until at least one successful iteration is achieved. If the number of successful clutch self-learning iterations is not 0, the stored slip point position is retrieved and denoted as P1; the lower limit of the no-wear disengagement position is denoted as P2, with a first offset C1, where P2 = P1 + C1; the lower limit of the over-disengagement position is denoted as P3, with a second offset C2, where P3 = P2 + C2. The position range greater than P2 and less than P3 is defined as the no-wear disengagement position range, and the position range greater than or equal to P3 is defined as the clutch over-disengagement position range.

[0112] When the vehicle requires clutch disengagement, such as when the parking generator stops or when switching from hybrid mode to pure electric mode during driving, the HCU will send a clutch disengagement command. Specifically, it will send the clutch enable, target clutch position P2, and target clutch speed to the TCU. The TCU will then control the actuator to disengage the clutch.

[0113] During the disengagement process, the HCU monitors the actual position of the clutch in real time. If the actual position of the clutch is greater than P2, the HCU will stop enabling the clutch. If the PI control parameters are properly calibrated, the actual position of the clutch will not exceed P3, i.e., it will remain within the wear-free disengagement range, which meets the requirements, and the process ends. Otherwise, overshoot may occur, i.e., the actual position of the clutch is greater than P3. When the HCU detects that the clutch is in the over-disengagement range, it reports a clutch over-disengagement fault DFC1 and associates it with a fault downgrade FID1. The specific handling measure for FID1 is to resend the clutch disengagement command, i.e., send the clutch enable, target clutch position P2, and target clutch speed to the TCU to restore the actual position of the clutch to the wear-free disengagement range and maintain it, and the process ends.

[0114] Figure 5 This is a structural block diagram of a clutch control device for a hybrid vehicle provided in at least one embodiment of the present disclosure. Figure 5 As shown, the clutch control device 1 of the hybrid vehicle includes a pre-processing unit 10, a separation control unit 20, and a fault monitoring and processing unit 30.

[0115] The preprocessing unit 10 is configured to acquire the lower limit of the over-disengagement position of the target clutch.

[0116] The separation control unit 20 is configured to control the target clutch to perform a clutch separation operation in response to a clutch separation command, and to monitor the actual position of the target clutch during the clutch separation operation.

[0117] The fault monitoring and processing unit 30 is configured to issue first information indicating a clutch fault when the actual position exceeds the lower limit of the over-disengagement position for a set time, and trigger a degradation measure. The degradation measure is configured to control the target clutch to adjust the actual position to a wear-free disengagement position range below the lower limit of the over-disengagement position and maintain it.

[0118] The specific methods of execution of each unit in the above device embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0119] The separation control unit 20 may include a clutch position sensor and a first controller. The clutch position sensor is located within a designated area of ​​the clutch actuator and is used to acquire the actual position of the target clutch. The clutch position sensor can be a voltage-type position sensor (with a detection accuracy of 0.01 mm, while the clutch travel range typically ranges from 10 to 40 mm) or a current-type position sensor, generating corresponding electrical signal changes based on the movement of the clutch actuator to accurately reflect the actual position of the clutch. The first controller is connected to the clutch position sensor, receives the position signal output by the sensor, and precisely controls the target clutch according to a preset clutch separation logic. When a clutch separation command is received, the first controller parses the command content and adjusts the action of the clutch actuator to achieve smooth clutch separation. Simultaneously, it monitors the feedback signal from the clutch position sensor in real time to ensure that the clutch separation operation is performed within a safe and reliable range.

[0120] This disclosure also provides a storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method embodiments described above.

[0121] This disclosure also provides a program product, such as... Figure 6 As shown, the program product includes one or more processors 21 and memory 22. Figure 6 A processor 21 is taken as an example.

[0122] The controller may also include an input device 23 and an output device 24.

[0123] The processor 21, memory 22, input device 23, and output device 24 can be connected via a bus or other means. Figure 5 The bus connection is taken as an example.

[0124] The processor 21 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips. The general-purpose processor can be a microprocessor or any conventional processor.

[0125] The memory 22, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 21 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 22, thereby implementing the steps of the above-described method embodiments.

[0126] The memory 22 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of the processing device operated by the server. Furthermore, the memory 22 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 22 may optionally include memory remotely located relative to the processor 21, and these remote memories can be connected to a network connection device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0127] Input device 23 can receive input digital or character information, and generate key signal inputs related to driver settings and function control of the server's processing unit. Output device 24 may include display devices such as a display screen.

[0128] One or more modules are stored in memory 22, and when executed by one or more processors 21, they perform actions such as... Figure 1 The method shown.

[0129] Those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory (FM), hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0130] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A clutch control method for a hybrid vehicle, characterized in that, include: Obtain the lower limit of the over-disengagement position of the target clutch; In response to a clutch disengagement command, the target clutch is controlled to perform a clutch disengagement operation, and the actual position of the target clutch is monitored during the clutch disengagement operation; and... When the actual position is identified as exceeding the lower limit of the over-disengagement position, a first message characterizing a clutch malfunction is issued, and a degradation measure is triggered, wherein the degradation measure is configured to control the target clutch to adjust the actual position to a wear-free disengagement position range below the lower limit of the over-disengagement position and maintain it.

2. The method according to claim 1, characterized in that, Also includes: Identify whether the hybrid vehicle is in a preset operating condition requiring clutch disengagement, wherein the preset operating conditions include the end of parking power generation and switching from hybrid mode to pure electric mode during driving; and, If so, generate the clutch disengagement command.

3. The method according to claim 1 or 2, characterized in that, The clutch disengagement command includes a target clutch position, and the degradation measures include: The target clutch position is reset based on the lower limit of the wear-free disengagement position of the target clutch, and a new clutch disengagement command containing the reset target clutch position is issued. In response to the new clutch disengagement command, the target clutch is controlled to perform the clutch disengagement operation again; Obtain the actual position of the target clutch and identify whether the actual position falls within the wear-free separation position range between the lower limit of the wear-free separation position and the lower limit of the over-separation position; If so, control the target clutch to maintain its current engagement position and terminate the degradation measure; and, If not, repeat the aforementioned downgrade measures.

4. The method according to claim 1, characterized in that, The hybrid vehicle is equipped with a counter for recording the number of successful clutch self-learning attempts and a memory for storing the lower limit of the over-disengagement position. Furthermore, obtaining the lower limit of the over-disengagement position of the target clutch includes: After the hybrid vehicle is powered on and in the parking neutral position, the number of times the clutch self-learning was successfully completed is obtained; In response to the clutch self-learning success count being zero, a clutch self-learning process is triggered to obtain the slip point position of the target clutch, generate the over-disengagement position lower limit based on the slip point position, store the over-disengagement position lower limit in the memory, and increment the clutch self-learning success count of the counter by one; and, In response to the clutch self-learning success count being non-zero, the lower limit of the over-disengagement position is retrieved through the memory.

5. The method according to claim 4, characterized in that, The hybrid vehicle includes an engine and an electric motor, and the clutch self-learning process includes: Start the engine; Control the target clutch to perform a clutch engagement operation; and, The motor speed is monitored during clutch engagement, and the position of the slip point is determined based on the speed.

6. The method according to claim 4 or 5, characterized in that, The hybrid vehicle includes a clutch actuator for controlling the target clutch to perform a clutch disengagement operation, and the method further includes: After replacing the target clutch or the clutch actuator, the counter's count of successful clutch self-learning is reset to zero; and, In response to receiving a clutch self-learning command input by the user, the counter is reset to zero for the number of successful clutch self-learning operations, and the clutch self-learning process is started.

7. The method according to claim 4 or 5, characterized in that, The step of generating the lower limit of the over-separation position based on the position of the sliding point includes: Obtain the actual stroke of the target clutch; A first offset is obtained based on the actual travel, and a lower limit of the wear-free separation position of the target clutch is generated based on the sum of the slip point position and the first offset, wherein the first offset is the deviation between the lower limit of the wear-free separation position and the slip point position; and, The second offset is obtained based on the actual travel, and the over-separation position lower limit is generated based on the sum of the wear-free separation position lower limit and the second offset, wherein the second offset is the deviation between the over-separation position lower limit and the wear-free separation position lower limit.

8. The method according to claim 3, characterized in that, The downgrade measures also include: If the actual position of the target clutch fails to return to the wear-free separation position range within a set time, an early warning signal is issued to indicate that the target clutch is suspected of having a hardware failure, and a manual maintenance prompt is triggered.

9. The method according to claim 1 or 2, characterized in that, Also includes: When the hybrid vehicle rolls off the production line, a clutch self-learning process is executed to obtain the lower limit of the over-disengagement position.

10. A clutch control device for a hybrid vehicle, characterized in that, include: The preprocessing unit is configured to obtain the lower limit of the over-disengagement position of the target clutch; A disengagement control unit is configured to, in response to a clutch disengagement command, control the target clutch to perform a clutch disengagement operation, and monitor the actual position of the target clutch during the clutch disengagement operation; and The fault monitoring and processing unit is configured to identify when the actual position exceeds the lower limit of the over-disengagement position for a set time, issue first information indicating a clutch fault, and trigger a degradation measure, wherein the degradation measure is configured to control the target clutch to adjust the actual position to a wear-free disengagement position range below the lower limit of the over-disengagement position and maintain it.

11. A storage medium, characterized in that, The storage medium stores a program or instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 9.

12. A program product comprising a program or instructions, characterized in that, When the program or instructions are executed by a processor, they implement the steps of the method as described in any one of claims 1 to 9.

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